JP2014509569A - Ship - Google Patents

Abstract

The object of the present invention is to reduce corrosion and maintenance costs of motors and the like of a ship, and improve energy consumption and operational safety of such a ship.
In a ship having at least one electric motor for driving a screw, in particular a screw, and a cooling device for cooling the at least one electric motor with at least one coolant, the cooling device comprises the at least one motor. It has a heat exchange device configured to cool one coolant with seawater.
[Selection] Figure 1

Description

  The present invention relates to a ship having at least one electric motor for driving the ship and a cooling device for cooling the at least one electric motor with at least one coolant. The invention further relates to a cooling device for a ship having at least one electric motor.

  Conventionally, a ship is driven mainly by an internal combustion engine. For example, in the case of a relatively small ship in the leisure field, an electric drive (electric motor) has often been used. Recently, an attempt has been made to drive a relatively large ship such as a cargo ship or a container ship by an electric drive device.

  For these drives, which often use complex and large electronic devices, marine weather is a problem. The cooling of such electrical drives, especially for cargo ships, is a problem that has not been fully solved so far.

  The object of the present invention is to contribute to the solution of this problem, in particular to provide a motor driven ship with improved cooling.

  This problem is solved in a ship of the type mentioned at the outset by having a heat exchange device in which the cooling device is configured to cool at least one coolant (or refrigerant: Kuehlmittel) with seawater.

  Accordingly, the ship of the present invention has at least two cooling circulation systems coupled to each other. In the first circulation system, the coolant circulates between at least one electric motor and the heat exchange device. In the second circulation system, seawater circulates between the heat exchange device and the outer region of the ship. These two circulation systems are separated from each other by a heat exchange device so that the coolant and seawater do not mix. Thereby, at least one electric motor is not in contact with seawater. Thus, according to the present invention, the corrosion of at least one electric motor is significantly reduced, thereby significantly increasing its lifetime. In addition, maintenance costs are significantly reduced. The construction and manufacture of such a motor is also simplified. This is because the motor does not need to perform a direct cooling operation using seawater. One further advantage is that a ship with a drive device configured in this way is improved in terms of energy consumption and safety. Seawater is a natural and almost limitless cooling resource. Such a cooling device does not need to be permanently adapted since the temperature of the seawater is substantially constant during vessel navigation. Furthermore, it is not necessary to incorporate a complex device for generating low temperatures on the deck of the ship according to the invention, so that on the one hand operational safety is improved and energy consumption is improved on the other. Advantageously, the heat exchange device is configured as a countercurrent heat exchange device. Alternatively, the heat exchange device can be configured as a cocurrent heat exchange device. Depending on the invention, it is also possible to use a plurality of heat exchange devices, so that the coolant can be cooled in a multi-stage heat exchange process.

  In a preferred first embodiment of the present invention, the coolant is air and / or fresh water (fresh water). In this case, fresh water is not to be understood as seawater in the present invention, but for example as cooling water (cold water), cooling fluid (cold fluid), water-oil emulsion, etc. In the present invention, air is related to indoor air (or the atmosphere: Raumluft) and is not related to sea air containing salt (sea air). These two coolants are particularly advantageous because they are well available and are already frequently used for electric motors. In this case, heat exchange (heat transfer) from seawater to fresh water can be easily configured because heat conduction is good. For heat exchange from seawater to air, specially adapted heat exchange devices should be used.

  In a further preferred embodiment of the present invention, the coolant is air, and the rotor and / or stator of the motor is configured to be cooled with this air. In particular, air is preferable for cooling the rotor of the electric motor. The cooled air can be guided, for example, through a gap between the rotor and the stator, the stator can be provided with cooling fins, or a cooling channel configured to be able to guide cold air passes through the stator. To be guided. Furthermore, air can be guided into the interior space of the rotor, thereby cooling the rotor.

  In a further preferred embodiment of the invention, the at least one electric motor is installed in a substantially airtight motor room (motor room) of the ship and the air for cooling the motor is room air. (Atmosphere). Thus, since at least one electric motor is not exposed to salt-containing air, motor corrosion is greatly avoided. For this reason, on the one hand, the maintenance (cost) of the ship according to the invention with such an electric motor or such an electric motor and such a cooling device is significantly reduced and on the other hand the operational safety of the ship is improved. . In this preferred embodiment of the invention, a dedicated chamber can be provided for each of the motors, or all the motors are installed together in one chamber that is substantially hermetically sealed. Furthermore, an energy supply device for an electric motor can be provided in this (the latter) chamber. Similarly, the heat exchange device can be installed in this hermetically sealed chamber, or otherwise communicate with this chamber by fluid.

  According to a further preferred embodiment of the present invention, means (air blowing means) are provided for sending air to the cold air inlet and / or warm air outlet of the motor. Thus, a target can be set (intentionally) to guide or guide cold air to the motor. Furthermore, this air can be guided through the cooling channels of the motor, through the cooling fins, through holes or hollow spaces or the like. Furthermore, warm air can be delivered from the motor with a target. Thus, the targeted cooling of the motor can be adjusted. Furthermore, the targeted volumetric flow (amount) or the targeted air velocity can be adjusted via the motor, so that the targeted cooling of the motor can be improved. As a result, efficient operation of the electric motor can be realized, and the life of the electric motor is extended. Furthermore, maintenance costs are further reduced.

  In a further preferred embodiment of the present invention, air is provided between the cool air inflow portion of the motor and the cool air outflow portion of the heat exchange device and / or between the warm air outflow portion of the motor and the warm air inflow portion of the heat exchange device. Means (air guide means or guide means) are provided for guiding the air. Such air guiding means may comprise, for example, a tube (Schlaeuche), a channel (Kanaele), a pipe (Rohre), a shaft (shaft). Thus, targeted air supply or discharge is developed in accordance with the present invention to improve the efficient cooling of the motor. Alternatively (instead) or additionally (in addition), the air guide means may comprise means for transporting air (air transport means). In one embodiment, the air guiding means is provided between the cold air inflow portion of the electric motor and the cold air outflow portion of the heat exchange device. In one embodiment of the invention, the cool air is guided to the motor by the air guiding means, the motor is cooled by the air guided to the motor, and then the warm air is advantageously placed in a hermetically sealed chamber. Released. Then, the warmed room air is cooled again by the heat exchange device. In one selection form, an air guide means is provided between the warm air outflow part of an electric motor, and the warm air inflow part of a heat exchanger. In this embodiment, the warm air is carried away from the electric motor to the heat exchange device and is cooled by the heat exchange device. The cooled air is then expelled into an advantageously hermetically sealed chamber. In the third embodiment of the present invention, air guide means are provided between the cool air outflow portion of the heat exchange device and the cool air inflow portion of the electric motor, and between the warm air outflow portion of the electric motor and the warm air inflow portion of the heat exchange device. Provided. Thereby, the cold air circulates in the substantially sealed system. In this embodiment, the chamber need not be hermetically sealed, but rather it is sufficient to protect the motor against salt-containing air.

  In a further preferred embodiment of the invention, the at least one electric motor has a cooling channel (coolant flow path) in the housing and / or the stator. The cooling channel can extend through the housing and / or along the stator winding. Such a cooling channel allows for targeted cooling of the motor. The cooling channel can be configured in various geometric shapes, for example, straight, curved, zigzag or other shapes. Furthermore, the cooling channel can be provided with ribs or fins to achieve more efficient cooling.

  In a further preferred embodiment of the invention, the cooling air is configured to be able to pass through a cooling channel and / or a gap between the stator and the rotor. Thus, efficient cooling of the motor is advantageously developed. For example, the cooling channel can be configured to be connected to air guiding means and / or air transporting means (fan).

  In a further preferred embodiment of the invention, the coolant is fresh water that can pass through a cooling channel to cool the motor. Thus, more efficient cooling of the electric motor is possible. In this embodiment, fresh water is cooled by a heat exchange device, guided towards (cooling) channels via pipes, tubes, etc., guided (through) through the (cooling) channels, and warmed. Then, it is guided to return to the heat exchanger again.

  In a further preferred embodiment of the invention, the cooling device has a second heat exchange device. The second heat exchange device can be coupled to the first heat exchange device and is configured to cool the air with fresh water, but in this case, the fresh water can be cooled with seawater by the first heat exchange device. is there. Thus, fresh water and air can be cooled by the heat exchange device. For example, it is possible to cool the fresh water with seawater by means of a large first (primary) heat exchange device and guide this fresh water to various electric motors or other devices of the ship, for example a diesel unit. In response to this, each of the plurality of electric motors can have a dedicated second small heat exchange device, and the air is cooled by cold fresh water by the heat exchange device. In this case, fresh water can additionally be used, for example, to cool the stator of the motor, while the cooled air is guided through the gap between the rotor and the stator, thus Can be used for cooling. In a further preferred embodiment of the invention, the first heat exchange device is connectable to the stator of the motor and is configured to cool the stator with fresh water.

  In a further preferred embodiment of the invention, the energy supply device comprises at least one inverter (or converter), which is configured to be cooled with fresh water. The inverter is particularly preferably cooled with fresh water. This is because it is advantageous to install the inverter spatially close to the electric motor. Furthermore, it is also preferable to arrange the cooling of the inverter or the energy supply device and the cooling of the electric motor in the same cooling circulation system using fresh water. However, it is possible to provide a plurality of different cooling circulation systems.

  According to a further aspect of the present invention, the object of the present invention is solved by a cooling device of the type listed at the outset, wherein the cooling device is configured according to any of the embodiments described above. Such cooling devices can be used in a variety of ships, water vehicles, yachts, etc., for example to cool an electric motor or other device to be cooled. Such a cooling device contributes to a reduction in the necessity for maintenance of the ship, ensuring operational safety, and a reduction in energy consumption. If such a cooling device is used in a ship, all the above-mentioned advantages are achieved.

  Hereinafter, various embodiments of the present invention will be described with reference to the accompanying drawings.

The perspective view of an example of the ship of this invention which showed the notch part partially. The schematic diagram of 1st Example of the cooling device of this invention. The schematic diagram of 2nd Example of the cooling device of this invention. The schematic diagram of 3rd Example of the cooling device of this invention. The schematic diagram of 4th Example of the cooling device of this invention.

  The ship 102 shown in FIG. 1 has four Magnus rotors 110 as propulsion devices on a deck 114. In addition to these Magnus rotors 110, the ship further optionally has a bridge 130 and a crane 105 and a crane 103 on the deck 114. The ship additionally has a screw 150 at the stern of the ship 102 as a further propulsion device. The screw 150 can be coupled to the two electric motors 108 and 109 via the shaft 111. Electric current is supplied to the electric motors 108 and 109 via two inverter (converter) cabinets 115 and 116. Above the electric motors 108 and 109 and the inverter cabinets 115 and 116, a deck 172 is disposed for hermetically sealing the motor chamber (electric motor chamber) with respect to the cargo compartment. As the electric motors 108 and 109, a large-volume electric motor having a low rotation speed, for example, a synchronous machine is preferably used. For this reason, a transmission device (Getriebe) is not necessarily provided in the entire power transmission system. Furthermore, these motors are preferably configured to be selectively drivable. For daylighting inside the ship 102, the ship 102 has a plurality of windows 118 on its side (minor side).

  2 to 4 show a plurality of embodiments of the cooling device of the present invention configured to cool the electric motors 108 and 109 for an example of the ship 102 of the present invention.

  In the first embodiment shown in FIG. 2, the cooling device 1 has a heat exchange device 2. This heat exchanging device 2 is configured to be able to supply a seawater flow (seawater flow) 16 to the (first) side portion 4. In this figure, the seawater flow is only schematically indicated by arrows. In the case of the ship 102 as shown in FIG. 1, the seawater flow 16 can be sent and returned to the heat exchange device 2 by pipe (s). The heat exchange device 2 has an air inflow portion 24 and an air outflow portion 26 on the second side portion 6. Thus, the air can be cooled by this heat exchange device 2.

  FIG. 2 further shows the electric motor 8. The electric motor 8 has a stator 10. The stator 10 may have a stator housing. The electric motor 8 further includes a rotor 12. The rotor 12 rotates around the rotating shaft 14 during operation, and is configured to be coupled with a ship drive unit such as a shaft 111 or a screw 150 (FIG. 1). The electric motor 8 together with its associated elements is arranged in a chamber 19 which is substantially hermetically sealed by a wall 18. The heat exchange device 2 is disposed outside the chamber 19 together with its related elements. The stator or stator housing 10 of the electric motor 8 further includes an air inflow portion 20 and an air outflow portion 22. The air inflow part 20 and the air outflow part 22 are respectively provided with fans 20a and 22a as air transport means for supplying air to the electric motor 8 or discharging it from the electric motor 8. Alternatively, other pumps such as a rotary vane pump or the like could be used for this purpose. Advantageously, the air can be guided to the stator or stator housing 10 via the cooling channels and / or via the gap between the rotor 12 and the stator 10. A pipe 30 is provided between the air outflow portion 22 and the air inflow portion 24 of the heat exchange device 2. Warm air is guided from the electric motor 8 through the pipe 30 and guided to the heat exchange device 2. The cold air flowing out from the air outflow portion 26 of the heat exchange device 2 is guided by the second pipe 32 to the air inflow portion 28 in the wall 18 of the chamber 19. From this air inlet 28, air flows into the chamber 19 and thus the chamber 19 is entirely filled with cold air. The cooled room air is sucked by the fan 20 a of the air inflow portion 20 and guided to the cooling channel or the gap between the rotor 12 and the stator 10. By the chamber 19 being filled with cold air, the fan 20a of the air inlet 20 always draws as much air as needed to cool the motor 8 to the temperature required for proper operation. Can be aspirated. Further, the electric motor 8 is cooled not only by air blown or sucked directly into the electric motor 8, but also by air flowing along the surface thereof. Advantageously, the chamber 19 is hermetically sealed by walls 18 or decks, doors, hatches, etc., so that in the vessel 102 (FIG. 1) there is no reach of salt-containing air to the chamber 19 as much as possible. Less. Alternatively, the chamber 19 is not hermetically sealed but an overpressure (positive pressure) is formed inside the chamber 19 so that salt-containing air cannot flow into the chamber 19 from the outside. Is also possible according to the invention. Furthermore, a pipe may be provided between the inflow portion 28 of the chamber 19 and the inflow portion 20 of the electric motor 8 and / or the pipe 30 may not be provided between the outflow portion 22 of the electric motor 8 and the inflow portion 24 of the heat exchange device 2. Is possible.

  In the second embodiment of the cooling device 1 shown in FIG. 3, the cooling device 1 includes a first heat exchange device 2 and a second heat exchange device 3. These two heat exchange devices 2, 3 are coupled to one electric motor 8, and are used to cool the electric motor 8 with a coolant. The first heat exchange device 2 is arranged in a first cooling circulation system substantially corresponding to the first embodiment of the cooling device 1 shown in FIG. The second cooling circulation system in which the second heat exchange device 3 is arranged uses fresh water such as cooling water (cold water) or other cooling fluid (cold fluid) as a coolant. The second heat exchange device 3 is (thermally) coupled to the seawater flow 17 in the same manner as the first heat exchange device 2, but this seawater flow 17 is once again connected to the ship 102 shown in FIG. For example, the heat exchange device 3 can be guided from an external region of the ship 102 through a pipe. The heat exchange device 3 is connected on the second side 7 to two cooling water transport pipes 34, 36 where one pump 38, 40 is used, respectively. Pumps 38, 40 are provided for transporting a corresponding cooling water stream (cooling water stream). The cooling water transport pipes 34 and 36 are guided from the outside of the chamber where the heat exchanging device 3 is also arranged to the inside 19 of the chamber, where they are coupled to a cooling body (or cooling means) 42. For this reason, the cooling body 42 has a cooling water inflow portion 44 and a cooling water outflow portion 46. In FIG. 3, the cooling body 42 is disposed on the outer side (outer periphery) of the stator 10 of the motor housing or the motor 8. However, this is only a schematic diagram. For example, a cooling channel may be provided in the housing or the stator 10 and the cooling water may be guided through the cooling channel. In this embodiment, for example, the rotor 12 can be substantially cooled by air that can be guided into the electric motor 8 via the air inflow portion 20, and can be cooled by the seawater flow 17 by the heat exchange device 3. It is also possible to substantially cool the stator 10 of the electric motor 8 with water circulating between the heat exchange device 3 and the cooling body 42 by the water transport pipes 34 and 36.

  FIG. 4 shows a further alternative embodiment of the cooling device 1. The cooling device 1 of FIG. 4 has a third cooling circulation system in addition to the cooling device 1 shown in FIG. This third cooling circulation system is supplied by the heat exchange device 3 provided for cooling the cooling water by the seawater flow 17 as in the second cooling circulation system. As shown in FIG. 4, from the cooling water transport pipes 34, 36, two further cooling water transport pipes 35, 37 are branched, which are connected to an inverter (converter) cabinet (Umrichterschranke). Cooling water is introduced into or led out from an energy supply device (Energieversorgung) 48. The inverter cabinet 48 is connected to the electric motor 8 via the energy supply cable 50. The inverter cabinet 48 is provided with a plurality of (multiple) inverters (converters) that are provided to generate a current having the voltage and frequency required by the motor 8. . In order to ensure proper operation of the inverter cabinet 48, the inverter cabinet 48 is preferably cooled. In this embodiment, the inverter cabinet 48 or the inverter included therein is cooled by cooling water, and this cooling water is cooled by the sea water flow by the heat exchange device 3. The cooled cooling water is transported by the pump 40 on the second side 7 of the heat exchange device 3, flows through the cooling water transport pipe 37, and reaches the inverter cabinet 48. The inverter cabinet 48 may be provided with a plurality of (multiple) cooling bodies (or cooling means), fins or ribs for transferring heat from the inverter, or the like. The warmed water is discharged from the inverter cabinet 48 by the cooling water transport pipe 35 and the pump 38 and reaches the heat exchange device 3 again. These two further cooling circulation systems are configured correspondingly to the cooling circulation system of FIG.

  A further alternative embodiment of the cooling device 1 is described as the embodiment shown in FIG. In this embodiment (FIG. 5), the cooling device 1 shares essential features with the embodiment of FIG. The cooling circulation systems used to cool the motor 8 according to the embodiment of FIG. 5 are cascaded (connected in stages). The cooling device has a first heat exchange device 2 and a second heat exchange device 3. The heat exchange device 3 has a first side portion 5 and a second side portion 7, and a seawater flow 17 can be guided to the first side portion 5, and a cooling is provided on the second side portion. Water transport pipes 34 and 36 are connected. Similarly, the first heat exchange device 2 has a first side portion 4 and a second side portion 6, and two cooling water transport pipes 52 and 54 are connected to the first side portion 4. Two air channels 30, 32 are connected to the second side 6. The cooling water transport pipes 52 and 54 communicate with the second side portion 7 of the second heat exchange device 3. The cooperation of the air channels 30 and 32 and the motor 8 and the cooling channels 34 and 36 and the cooling body 42 are configured according to the embodiment of FIG. In this embodiment (FIG. 5), the seawater stream 17 is used to cool the cooling water, which is used on the one hand to cool the motor 8 via the cooling body 42 and on the other hand. Then, it is used for cooling air in the first heat exchange device 2, and this air is then used for cooling the electric motor 8, especially the rotor 12. Thus, only one seawater access path or means is required for the entire cooling system, and furthermore, corrosion of the first heat exchange device 2 can be largely avoided.

  When two or more motors 8, 108, 109 are provided on the ship 102 (FIG. 1), it is possible to provide one cooling device for each motor, or one common cooling for a plurality of motors. It is also possible to provide a device. When one cooling device is provided for a plurality of electric motors according to the embodiment of FIG. 5, for example, one first heat exchange device 2 is provided for each of the electric motors 8, 108, 109, and the plurality of first heats are provided. It is also possible to configure the exchange device 2 to cooperate with only one second heat exchange device 3.

  The present invention relates to a ship having at least one electric motor for driving the ship and a cooling device for cooling the at least one electric motor with at least one coolant. The invention further relates to a cooling device for a ship having at least one electric motor.

  Conventionally, a ship is driven mainly by an internal combustion engine. For example, in the case of a relatively small ship in the leisure field, an electric drive (electric motor) has often been used. Recently, an attempt has been made to drive a relatively large ship such as a cargo ship or a container ship by an electric drive device.

WO2005 / 112237A1 WO03 / 047962A2 WO2010 / 112944A2

  For these drives, which often use complex and large electronic devices, marine weather is a problem. The cooling of such electrical drives, especially for cargo ships, is a problem that has not been fully solved so far.

  The object of the present invention is to contribute to the solution of this problem, in particular to provide a motor driven ship with improved cooling.

According to one aspect of the present invention, there is provided, according to one aspect of the present invention, for cooling at least one electric motor for driving a ship, in particular a screw, of the type of ship listed at the beginning, and for at least one electric motor by means of at least one coolant. This is solved by having a heat exchange device configured to cool at least one coolant (or refrigerant: Kuehlmittel) with seawater (form 1 / basic configuration) .
Furthermore, in the ship of the first aspect, it is preferable that the coolant is air and / or fresh water (second form).
Furthermore, in the marine vessel of the first aspect, it is preferable that the coolant is air, and the rotor and / or stator of the electric motor can be cooled by the air (form 3).
Furthermore, in the ship according to the third aspect, it is preferable that the at least one electric motor is disposed in a substantially airtight motor chamber of the ship, and the air for cooling the electric motor is indoor air ( Form 4).
Furthermore, in the ship according to the third or fourth aspect, it is preferable that an air transportation means is disposed in the cold air inflow portion and / or the warm air outflow portion of the electric motor (mode 5).
Furthermore, in the ship according to any one of the first to fifth embodiments, between the cold air inflow portion of the electric motor and the cold air outflow portion of the heat exchange device and / or between the warm air outflow portion of the electric motor and the warm air inflow portion of the heat exchange device. It is preferable that an air guide means is disposed between them (form 6).
Furthermore, in the ship according to any one of the first to sixth aspects, it is preferable that the at least one electric motor has a cooling channel in the housing and / or the stator (mode 7).
Furthermore, in the ship of the above-mentioned form 7, it is preferable that air can be guided for cooling through the cooling channel and / or the gap between the stator and the rotor (form 8).
Furthermore, in the ship according to the seventh aspect, it is preferable that the coolant is fresh water that can be guided through the cooling channel for cooling the electric motor (the ninth aspect).
Furthermore, in the ship according to any one of the first to ninth aspects, the cooling device includes a first heat exchange device that can be connected to the second heat exchange device and is configured to cool the air with fresh water. It is preferable that the fresh water can be cooled with seawater by the second heat exchange device (form 10).
Furthermore, in the marine vessel of the tenth aspect, it is preferable that the second heat exchange device is connectable to the stator of the electric motor and is configured to cool the stator with fresh water (form 11).
Furthermore, it is preferable that the ship according to any one of the above aspects 1 to 11 has an (electric) energy supply device (Energieversorgung) configured to be cooled by the coolant (embodiment 12).
Furthermore, in the ship of the above form 12, it is preferable that the energy supply device has at least one inverter (Umrichter), and the inverter can be cooled with fresh water (form 13).
Further, for a ship having at least one electric motor, a cooling device for cooling by at least one coolant, the cooling device having a heat exchange device configured to cool the at least one coolant by seawater Is also preferred (Form 14).

The effect which respond | corresponds to the said subject is achieved by the invention which concerns on the independent claim 1 of this invention. That is, according to the present invention, the cooling of the electrical drive device of the ship can be improved.
Furthermore, the invention according to each dependent claim achieves an additional effect.

  Accordingly, the ship of the present invention has at least two cooling circulation systems coupled to each other. In the first circulation system, the coolant circulates between at least one electric motor and the heat exchange device. In the second circulation system, seawater circulates between the heat exchange device and the outer region of the ship. These two circulation systems are separated from each other by a heat exchange device so that the coolant and seawater do not mix. Thereby, at least one electric motor is not in contact with seawater. Thus, according to the present invention, the corrosion of at least one electric motor is significantly reduced, thereby significantly increasing its lifetime. In addition, maintenance costs are significantly reduced. The construction and manufacture of such a motor is also simplified. This is because the motor does not need to perform a direct cooling operation using seawater. One further advantage is that a ship with a drive device configured in this way is improved in terms of energy consumption and safety. Seawater is a natural and almost limitless cooling resource. Such a cooling device does not need to be permanently adapted since the temperature of the seawater is substantially constant during vessel navigation. Furthermore, it is not necessary to incorporate a complex device for generating low temperatures on the deck of the ship according to the invention, so that on the one hand operational safety is improved and energy consumption is improved on the other. Advantageously, the heat exchange device is configured as a countercurrent heat exchange device. Alternatively, the heat exchange device can be configured as a cocurrent heat exchange device. Depending on the invention, it is also possible to use a plurality of heat exchange devices, so that the coolant can be cooled in a multi-stage heat exchange process.

  In a preferred first embodiment of the present invention, the coolant is air and / or fresh water (fresh water). In this case, fresh water is not to be understood as seawater in the present invention, but for example as cooling water (cold water), cooling fluid (cold fluid), water-oil emulsion, etc. In the present invention, air is related to indoor air (or the atmosphere: Raumluft) and is not related to sea air containing salt (sea air). These two coolants are particularly advantageous because they are well available and are already frequently used for electric motors. In this case, heat exchange (heat transfer) from seawater to fresh water can be easily configured because heat conduction is good. For heat exchange from seawater to air, specially adapted heat exchange devices should be used.

  In a further preferred embodiment of the present invention, the coolant is air, and the rotor and / or stator of the motor is configured to be cooled with this air. In particular, air is preferable for cooling the rotor of the electric motor. The cooled air can be guided, for example, through a gap between the rotor and the stator, the stator can be provided with cooling fins, or a cooling channel configured to be able to guide cold air passes through the stator. To be guided. Furthermore, air can be guided into the interior space of the rotor, thereby cooling the rotor.

  In a further preferred embodiment of the invention, the at least one electric motor is installed in a substantially airtight motor room (motor room) of the ship and the air for cooling the motor is room air. (Atmosphere). Thus, since at least one electric motor is not exposed to salt-containing air, motor corrosion is greatly avoided. For this reason, on the one hand, the maintenance (cost) of the ship according to the invention with such an electric motor or such an electric motor and such a cooling device is significantly reduced and on the other hand the operational safety of the ship is improved. . In this preferred embodiment of the invention, a dedicated chamber can be provided for each of the motors, or all the motors are installed together in one chamber that is substantially hermetically sealed. Furthermore, an energy supply device for an electric motor can be provided in this (the latter) chamber. Similarly, the heat exchange device can be installed in this hermetically sealed chamber, or otherwise communicate with this chamber by fluid.

  According to a further preferred embodiment of the present invention, means (air blowing means) are provided for sending air to the cold air inlet and / or warm air outlet of the motor. Thus, a target can be set (intentionally) to guide or guide cold air to the motor. Furthermore, this air can be guided through the cooling channels of the motor, through the cooling fins, through holes or hollow spaces or the like. Furthermore, warm air can be delivered from the motor with a target. Thus, the targeted cooling of the motor can be adjusted. Furthermore, the targeted volumetric flow (amount) or the targeted air velocity can be adjusted via the motor, so that the targeted cooling of the motor can be improved. As a result, efficient operation of the electric motor can be realized, and the life of the electric motor is extended. Furthermore, maintenance costs are further reduced.

  In a further preferred embodiment of the present invention, air is provided between the cool air inflow portion of the motor and the cool air outflow portion of the heat exchange device and / or between the warm air outflow portion of the motor and the warm air inflow portion of the heat exchange device. Means (air guide means or guide means) are provided for guiding the air. Such air guiding means may comprise, for example, a tube (Schlaeuche), a channel (Kanaele), a pipe (Rohre), a shaft (shaft). Thus, targeted air supply or discharge is developed in accordance with the present invention to improve the efficient cooling of the motor. Alternatively (instead) or additionally (in addition), the air guide means may comprise means for transporting air (air transport means). In one embodiment, the air guiding means is provided between the cold air inflow portion of the electric motor and the cold air outflow portion of the heat exchange device. In one embodiment of the invention, the cool air is guided to the motor by the air guiding means, the motor is cooled by the air guided to the motor, and then the warm air is advantageously placed in a hermetically sealed chamber. Released. Then, the warmed room air is cooled again by the heat exchange device. In one selection form, an air guide means is provided between the warm air outflow part of an electric motor, and the warm air inflow part of a heat exchanger. In this embodiment, the warm air is carried away from the electric motor to the heat exchange device and is cooled by the heat exchange device. The cooled air is then expelled into an advantageously hermetically sealed chamber. In the third embodiment of the present invention, air guide means are provided between the cool air outflow portion of the heat exchange device and the cool air inflow portion of the electric motor, and between the warm air outflow portion of the electric motor and the warm air inflow portion of the heat exchange device. Provided. Thereby, the cold air circulates in the substantially sealed system. In this embodiment, the chamber need not be hermetically sealed, but rather it is sufficient to protect the motor against salt-containing air.

  In a further preferred embodiment of the invention, the at least one electric motor has a cooling channel (coolant flow path) in the housing and / or the stator. The cooling channel can extend through the housing and / or along the stator winding. Such a cooling channel allows for targeted cooling of the motor. The cooling channel can be configured in various geometric shapes, for example, straight, curved, zigzag or other shapes. Furthermore, the cooling channel can be provided with ribs or fins to achieve more efficient cooling.

  In a further preferred embodiment of the invention, the cooling air is configured to be able to pass through a cooling channel and / or a gap between the stator and the rotor. Thus, efficient cooling of the motor is advantageously developed. For example, the cooling channel can be configured to be connected to air guiding means and / or air transporting means (fan).

  In a further preferred embodiment of the invention, the coolant is fresh water that can pass through a cooling channel to cool the motor. Thus, more efficient cooling of the electric motor is possible. In this embodiment, fresh water is cooled by a heat exchange device, guided towards (cooling) channels via pipes, tubes, etc., guided (through) through the (cooling) channels, and warmed. Then, it is guided to return to the heat exchanger again.

  In a further preferred embodiment of the invention, the cooling device has a second heat exchange device. The second heat exchange device can be coupled to the first heat exchange device and is configured to cool the air with fresh water, but in this case, the fresh water can be cooled with seawater by the first heat exchange device. is there. Thus, fresh water and air can be cooled by the heat exchange device. For example, it is possible to cool the fresh water with seawater by means of a large first (primary) heat exchange device and guide this fresh water to various electric motors or other devices of the ship, for example a diesel unit. In response to this, each of the plurality of electric motors can have a dedicated second small heat exchange device, and the air is cooled by cold fresh water by the heat exchange device. In this case, fresh water can additionally be used, for example, to cool the stator of the motor, while the cooled air is guided through the gap between the rotor and the stator, thus Can be used for cooling. In a further preferred embodiment of the invention, the first heat exchange device is connectable to the stator of the motor and is configured to cool the stator with fresh water.

  In a further preferred embodiment of the invention, the energy supply device comprises at least one inverter (or converter), which is configured to be cooled with fresh water. The inverter is particularly preferably cooled with fresh water. This is because it is advantageous to install the inverter spatially close to the electric motor. Furthermore, it is also preferable to arrange the cooling of the inverter or the energy supply device and the cooling of the electric motor in the same cooling circulation system using fresh water. However, it is possible to provide a plurality of different cooling circulation systems.

  According to a further aspect of the present invention, the object of the present invention is solved by a cooling device of the type listed at the outset, wherein the cooling device is configured according to any of the embodiments described above. Such cooling devices can be used in a variety of ships, water vehicles, yachts, etc., for example to cool an electric motor or other device to be cooled. Such a cooling device contributes to a reduction in the necessity for maintenance of the ship, ensuring operational safety, and a reduction in energy consumption. If such a cooling device is used in a ship, all the above-mentioned advantages are achieved.

Hereinafter, various embodiments of the present invention will be described with reference to the accompanying drawings. It should be noted that the reference numerals of the drawings attached to the claims are only for the purpose of helping understanding of the invention, and are not intended to limit the present invention to the illustrated embodiment.

The perspective view of an example of the ship of this invention which showed the notch part partially. The schematic diagram of 1st Example of the cooling device of this invention. The schematic diagram of 2nd Example of the cooling device of this invention. The schematic diagram of 3rd Example of the cooling device of this invention. The schematic diagram of 4th Example of the cooling device of this invention.

  The ship 102 shown in FIG. 1 has four Magnus rotors 110 as propulsion devices on a deck 114. In addition to these Magnus rotors 110, the ship further optionally has a bridge 130 and a crane 105 and a crane 103 on the deck 114. The ship additionally has a screw 150 at the stern of the ship 102 as a further propulsion device. The screw 150 can be coupled to the two electric motors 108 and 109 via the shaft 111. Electric current is supplied to the electric motors 108 and 109 via two inverter (converter) cabinets 115 and 116. Above the electric motors 108 and 109 and the inverter cabinets 115 and 116, a deck 172 is disposed for hermetically sealing the motor chamber (electric motor chamber) with respect to the cargo compartment. As the electric motors 108 and 109, a large-volume electric motor having a low rotation speed, for example, a synchronous machine is preferably used. For this reason, a transmission device (Getriebe) is not necessarily provided in the entire power transmission system. Furthermore, these motors are preferably configured to be selectively drivable. For daylighting inside the ship 102, the ship 102 has a plurality of windows 118 on its side (minor side).

  2 to 4 show a plurality of embodiments of the cooling device of the present invention configured to cool the electric motors 108 and 109 for an example of the ship 102 of the present invention.

  In the first embodiment shown in FIG. 2, the cooling device 1 has a heat exchange device 2. This heat exchanging device 2 is configured to be able to supply a seawater flow (seawater flow) 16 to the (first) side portion 4. In this figure, the seawater flow is only schematically indicated by arrows. In the case of the ship 102 as shown in FIG. 1, the seawater flow 16 can be sent and returned to the heat exchange device 2 by pipe (s). The heat exchange device 2 has an air inflow portion 24 and an air outflow portion 26 on the second side portion 6. Thus, the air can be cooled by this heat exchange device 2.

  FIG. 2 further shows the electric motor 8. The electric motor 8 has a stator 10. The stator 10 may have a stator housing. The electric motor 8 further includes a rotor 12. The rotor 12 rotates around the rotating shaft 14 during operation, and is configured to be coupled with a ship drive unit such as a shaft 111 or a screw 150 (FIG. 1). The electric motor 8 together with its associated elements is arranged in a chamber 19 which is substantially hermetically sealed by a wall 18. The heat exchange device 2 is disposed outside the chamber 19 together with its related elements. The stator or stator housing 10 of the electric motor 8 further includes an air inflow portion 20 and an air outflow portion 22. The air inflow part 20 and the air outflow part 22 are respectively provided with fans 20a and 22a as air transport means for supplying air to the electric motor 8 or discharging it from the electric motor 8. Alternatively, other pumps such as a rotary vane pump or the like could be used for this purpose. Advantageously, the air can be guided to the stator or stator housing 10 via the cooling channels and / or via the gap between the rotor 12 and the stator 10. A pipe 30 is provided between the air outflow portion 22 and the air inflow portion 24 of the heat exchange device 2. Warm air is guided from the electric motor 8 through the pipe 30 and guided to the heat exchange device 2. The cold air flowing out from the air outflow portion 26 of the heat exchange device 2 is guided by the second pipe 32 to the air inflow portion 28 in the wall 18 of the chamber 19. From this air inlet 28, air flows into the chamber 19 and thus the chamber 19 is entirely filled with cold air. The cooled room air is sucked by the fan 20 a of the air inflow portion 20 and guided to the cooling channel or the gap between the rotor 12 and the stator 10. By the chamber 19 being filled with cold air, the fan 20a of the air inlet 20 always draws as much air as needed to cool the motor 8 to the temperature required for proper operation. Can be aspirated. Further, the electric motor 8 is cooled not only by air blown or sucked directly into the electric motor 8, but also by air flowing along the surface thereof. Advantageously, the chamber 19 is hermetically sealed by walls 18 or decks, doors, hatches, etc., so that in the vessel 102 (FIG. 1) there is no reach of salt-containing air to the chamber 19 as much as possible. Less. Alternatively, the chamber 19 is not hermetically sealed but an overpressure (positive pressure) is formed inside the chamber 19 so that salt-containing air cannot flow into the chamber 19 from the outside. Is also possible according to the invention. Furthermore, a pipe may be provided between the inflow portion 28 of the chamber 19 and the inflow portion 20 of the electric motor 8 and / or the pipe 30 may not be provided between the outflow portion 22 of the electric motor 8 and the inflow portion 24 of the heat exchange device 2. Is possible.

  In the second embodiment of the cooling device 1 shown in FIG. 3, the cooling device 1 includes a first heat exchange device 2 and a second heat exchange device 3. These two heat exchange devices 2, 3 are coupled to one electric motor 8, and are used to cool the electric motor 8 with a coolant. The first heat exchange device 2 is arranged in a first cooling circulation system substantially corresponding to the first embodiment of the cooling device 1 shown in FIG. The second cooling circulation system in which the second heat exchange device 3 is arranged uses fresh water such as cooling water (cold water) or other cooling fluid (cold fluid) as a coolant. The second heat exchange device 3 is (thermally) coupled to the seawater flow 17 in the same manner as the first heat exchange device 2, but this seawater flow 17 is once again connected to the ship 102 shown in FIG. For example, the heat exchange device 3 can be guided from an external region of the ship 102 through a pipe. The heat exchange device 3 is connected on the second side 7 to two cooling water transport pipes 34, 36 where one pump 38, 40 is used, respectively. Pumps 38, 40 are provided for transporting a corresponding cooling water stream (cooling water stream). The cooling water transport pipes 34 and 36 are guided from the outside of the chamber where the heat exchanging device 3 is also arranged to the inside 19 of the chamber, where they are coupled to a cooling body (or cooling means) 42. For this reason, the cooling body 42 has a cooling water inflow portion 44 and a cooling water outflow portion 46. In FIG. 3, the cooling body 42 is disposed on the outer side (outer periphery) of the stator 10 of the motor housing or the motor 8. However, this is only a schematic diagram. For example, a cooling channel may be provided in the housing or the stator 10 and the cooling water may be guided through the cooling channel. In this embodiment, for example, the rotor 12 can be substantially cooled by air that can be guided into the electric motor 8 via the air inflow portion 20, and can be cooled by the seawater flow 17 by the heat exchange device 3. It is also possible to substantially cool the stator 10 of the electric motor 8 with water circulating between the heat exchange device 3 and the cooling body 42 by the water transport pipes 34 and 36.

  FIG. 4 shows a further alternative embodiment of the cooling device 1. The cooling device 1 of FIG. 4 has a third cooling circulation system in addition to the cooling device 1 shown in FIG. This third cooling circulation system is supplied by the heat exchange device 3 provided for cooling the cooling water by the seawater flow 17 as in the second cooling circulation system. As shown in FIG. 4, from the cooling water transport pipes 34, 36, two further cooling water transport pipes 35, 37 are branched, which are connected to an inverter (converter) cabinet (Umrichterschranke). Cooling water is introduced into or led out from an energy supply device (Energieversorgung) 48. The inverter cabinet 48 is connected to the electric motor 8 via the energy supply cable 50. The inverter cabinet 48 is provided with a plurality of (multiple) inverters (converters) that are provided to generate a current having the voltage and frequency required by the motor 8. . In order to ensure proper operation of the inverter cabinet 48, the inverter cabinet 48 is preferably cooled. In this embodiment, the inverter cabinet 48 or the inverter included therein is cooled by cooling water, and this cooling water is cooled by the sea water flow by the heat exchange device 3. The cooled cooling water is transported by the pump 40 on the second side 7 of the heat exchange device 3, flows through the cooling water transport pipe 37, and reaches the inverter cabinet 48. The inverter cabinet 48 may be provided with a plurality of (multiple) cooling bodies (or cooling means), fins or ribs for transferring heat from the inverter, or the like. The warmed water is discharged from the inverter cabinet 48 by the cooling water transport pipe 35 and the pump 38 and reaches the heat exchange device 3 again. These two further cooling circulation systems are configured correspondingly to the cooling circulation system of FIG.

  A further alternative embodiment of the cooling device 1 is described as the embodiment shown in FIG. In this embodiment (FIG. 5), the cooling device 1 shares essential features with the embodiment of FIG. The cooling circulation systems used to cool the motor 8 according to the embodiment of FIG. 5 are cascaded (connected in stages). The cooling device has a first heat exchange device 2 and a second heat exchange device 3. The heat exchange device 3 has a first side portion 5 and a second side portion 7, and a seawater flow 17 can be guided to the first side portion 5, and a cooling is provided on the second side portion. Water transport pipes 34 and 36 are connected. Similarly, the first heat exchange device 2 has a first side portion 4 and a second side portion 6, and two cooling water transport pipes 52 and 54 are connected to the first side portion 4. Two air channels 30, 32 are connected to the second side 6. The cooling water transport pipes 52 and 54 communicate with the second side portion 7 of the second heat exchange device 3. The cooperation of the air channels 30 and 32 and the motor 8 and the cooling channels 34 and 36 and the cooling body 42 are configured according to the embodiment of FIG. In this embodiment (FIG. 5), the seawater stream 17 is used to cool the cooling water, which is used on the one hand to cool the motor 8 via the cooling body 42 and on the other hand. Then, it is used for cooling air in the first heat exchange device 2, and this air is then used for cooling the electric motor 8, especially the rotor 12. Thus, only one seawater access path or means is required for the entire cooling system, and furthermore, corrosion of the first heat exchange device 2 can be largely avoided.

  When two or more motors 8, 108, 109 are provided on the ship 102 (FIG. 1), it is possible to provide one cooling device for each motor, or one common cooling for a plurality of motors. It is also possible to provide a device. When one cooling device is provided for a plurality of electric motors according to the embodiment of FIG. 5, for example, one first heat exchange device 2 is provided for each of the electric motors 8, 108, 109, and the plurality of first heats are provided. It is also possible to configure the exchange device 2 to cooperate with only one second heat exchange device 3.

Claims (14)

At least one electric motor (8, 108, 109) for driving a screw (150), in particular a ship, and a cooling device for cooling the at least one electric motor (8, 108, 109) by at least one coolant In a ship having (1),
The marine vessel characterized in that the cooling device (1) has a heat exchange device (2, 3) configured to cool the at least one coolant with seawater (16, 17). The ship according to claim 1, wherein the coolant is air and / or fresh water. Ship according to claim 1, characterized in that the coolant is air and the rotor (12) and / or the stator (10) of the electric motor (8, 108, 109) can be cooled by this air. The at least one electric motor (8, 108, 109) is disposed in a substantially hermetically sealed motor chamber (19) of the ship, and the air for cooling the electric motor (8, 108, 109) is The ship according to claim 3, wherein the ship is indoor air. The air transport means (20a, 22a) is disposed in the cold air inflow portion (20) and / or the warm air outflow portion (22) of the electric motor (8, 108, 109). Ship described in. Between the cold air inflow part (20) of the electric motor (8, 108, 109) and the cold air outflow part (26) of the heat exchange device (2, 3) and / or the warm air outflow of the electric motor (8, 108, 109). 6. The air guide means (30, 32) is arranged between the part (22) and the warm air inflow part (24) of the heat exchange device (2, 3). The ship described in Crab. Ship according to any of the preceding claims, characterized in that the at least one electric motor (8, 108, 109) has a cooling channel in the housing and / or the stator (10). Ship according to claim 7, characterized in that air can be guided for cooling through the cooling channel and / or the gap between the stator (10) and the rotor (12). Ship according to claim 7, characterized in that the coolant is fresh water which can be guided through the cooling channel for cooling the electric motor (8, 108, 109). The cooling device (1) has a first heat exchange device (2) connectable to a second heat exchange device (3) and configured to cool air with fresh water, The ship according to any one of claims 1 to 9, wherein the ship can be cooled with seawater by the second heat exchange device (3). The second heat exchange device (3) can be connected to the stator (10) of the electric motor (8, 108, 109) and is configured to cool the stator (10) with fresh water. The ship according to claim 10. The ship according to claim 1, comprising an (electrical) energy supply device (48) configured to be cooled by the coolant. The ship according to claim 12, characterized in that the energy supply device (48) has at least one inverter (Umrichter), which can be cooled with fresh water.   Cooling device for cooling with at least one coolant for a ship (102) having at least one electric motor (8, 108, 109), said at least one coolant being fed by seawater (16, 17) A cooling device having a heat exchange device (2, 3) configured to cool.

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